Descripción:Air Florida Flight 90 was scheduled to leave Washington National Airport at 14:15 EST for a flight to Fort Lauderdale International Airport, FL (FLL), with an intermediate stop at the Tampa, FL (TPA). The aircraft had arrived at gate 12 as Flight 95 from Miami, FL, at 13:29. Because of snowfall, the airport was closed for snow removal from 13:38 to 14:53. At about 14:20 maintenance personnel began de-icing the left side of the fuselage with de-icing fluid Type II because the captain wanted to start the de-icing just before the airport was scheduled to reopen (at 14:30) so that he could get in line for departure. Fluid had been applied to an area of about 10 feet when the captain terminated the operation because the airport was not going to reopen at 14:30. Between 14:45 and 14:50, the captain requested that the de-icing operation be resumed. The left side of the aircraft was de-iced first. No covers or plugs were installed over the engines or airframe openings during de-icing operations.At 15:15, the aircraft was closed up and the jet way was retracted and the crew received push-back clearance at 15:23. A combination of ice, snow, and glycol on the ramp and a slight incline prevented the tug, which was not equipped with chains, from moving the aircraft. Then, contrary to flight manual guidance, the flight crew used reverse thrust in an attempt to move the aircraft from the ramp. This resulted in blowing snow which might have adhered to the aircraft. This didn't help either, so the tug was replaced and pushback was done at 15:35. The aircraft finally taxied to runway 36 at 15:38.Although contrary to flight manual guidance, the crew attempted to deice the aircraft by intentionally positioning the aircraft near the exhaust of the aircraft ahead in line (a New York Air DC-9). This may have contributed to the adherence of ice on the wing leading edges and to the blocking of the engine’s Pt2 probes.At 15:57:42, after the New York Air aircraft was cleared for takeoff, the captain and first officer proceeded to accomplish the pre-takeoff checklist, including verification of the takeoff engine pressure ratio (EPR) setting of 2.04 and indicated airspeed bug settings. Takeoff clearance was received at 15:58. Although the first officer expressed concern that something was 'not right' to the captain four times during the takeoff, the captain took no action to reject the takeoff. The aircraft accelerated at a lower-than-normal rate during takeoff, requiring 45 seconds and nearly 5,400 feet of runway, 15 seconds and nearly 2,000 feet more than normal, to reach lift-off speed. The aircraft initially achieved a climb, but failed to accelerate after lift-off. The aircraft’s stall warning stick shaker activated almost immediately after lift-off and continued until impact. The aircraft encountered stall buffet and descended to impact at a high angle of attack. At about 16.01, the aircraft struck the heavily congested northbound span of the 14th Street Bridge and plunged into the ice-covered Potomac River. It came to rest on the west end of the bridge 0.75 nmi from the departure end of runway 36. When the aircraft struck the bridge, it struck six occupied automobiles and a boom truck before tearing away a 41-foot section of the bridge wall and 97 feet of the bridge railings. Four persons in vehicles on the bridge were killed; four were injured, one seriously.

PROBABLE CAUSE: " The flight crew's failure to use engine anti-ice during ground operation and takeoff, their decision to take off with snow/ice on the airfoil surfaces of the aircraft, and the captain’s failure to reject the takeoff during the early stage when his attention was called to anomalous engine instrument readings. Contributing to the accident were the prolonged ground delay between de-icing and the receipt of ATC takeoff clearance during which the airplane was exposed to continual precipitation, the known inherent pitch up characteristics of the B-737 aircraft when the leading edge is contaminated with even small amounts of snow or ice, and the limited experience of the flight crew in jet transport winter operations."

ISSUE A MAINTENANCE ALERT BULLETIN TO REQUIRE PRINCIPAL MAINTENANCE INSPECTORS TO EMPHASIZE TO AIR CARRIER MAINTENANCE DEPARTMENTS THAT PROPER MAINTENANCE OF GROUND SUPPORT EQUIPMENT MAY BE CRITICAL TO FLIGHT OPERATIONS AND THE IMPORTANCE OF ADHERING TO MAINTENANCE PRACTICES RECOMMENDED BY THE MANUFACTURERS OF SUCH EQUIPMENT. (Closed - Acceptable Action)

Issued: 01-JAN-1982

To: FAA

A-82-080

ISSUE A MAINTENANCE ALERT BULLETIN TO REQUIRE PRINCIPAL MAINTENANCE INSPECTORS TO REVIEW CONTRACT AGREEMENTS BETWEEN AN AIR CARRIER OPERATING INTO A FACILITY AT WHICH ANOTHER AIR CARRIER OR MAINTENANCE CONTRACTOR IS PROVIDING MAINTENANCE SERVICES TO ASSURE THAT THE RESPONSIBILITIES OF BOTH PARTIES AND KEY PERSONNEL ARE CLEARLY DEFINED AND THAT THE CONTRACTOR PROVIDING THE MAINTENANCE IS THOROUGHLY FAMILIAR WITH THE MAINTENANCE OF THE TYPE OF AIRCRAFT INVOLVED. (Closed - Acceptable Action)

Issued: 01-JAN-1982

To: FAA

A-82-081

ISSUE AN OPERATIONS ALERT BULLETIN TO REQUIRE PRINCIPAL OPERATIONS INSPECTORS TO REQUIRE THAT AIR CARRIER TRAINING PROGRAMS ADEQUATELY COVER THE EFFECTS OF AIRCRAFT LEADING EDGE CONTAMINATION ON AERODYNAMIC PERFORMANCE, PARTICULARLY AS IT AFFECTS THE RELATIONSHIP BETWEEN AIRSPEED AND ANGLE OF ATTACK AND THOSE FUNCTIONS WHOSE ACTIVATION IS DEPENDENT ON THE ANGLE OF ATTACK, SUCH AS STALL WARNING SYSTEMS AND AUTOTHROTTLE SPEED COMMAND SYSTEMS. (Closed - Acceptable Action)

Issued: 01-JAN-1982

To: FAA

A-82-082

REQUIRE REVISION OF THE B-737 APPROVED FLIGHT MANUAL TO ADD "ANTI-ICE" TO THE NORMAL TAXI AND TAKEOFF CHECKLIST. REVIEW THE CHECKLISTS FOR ALL AIR CARRIER AIRCRAFT TO ENSURE THAT ALL ACTION ITEMS REQUIRED FOR A SUCCESSFUL TAKEOFF ARE INCLUDED ON THE APPROPRIATE CHECKLIST. SPECIAL CONSIDERATION SOULD BE GIVEN TO ITEMS WHOSE FUNCTIONS MAY BE AFFECTED BY ENVIRONMENTAL CONDITIONS SUBJECT TO CHANGE DURING GROUND DELAY PERIODS. (Closed - Acceptable Action)

Issued: 01-JAN-1982

To: FAA

A-82-083

ISSUE AN AIRWORTHINESS DIRECTIVE TO IMPLEMENT THE NECESSARY AIRPLANE MODIFICATIONS AND/OR CHANGES IN OPERATIONAL PROCEDURES FOR B-737 AIRCRAFT TAKEOFF OPERATIONS DURING WEATHER OR RUNWAY CONDITIONS CONDUCIVE TO THE FORMATION OF LEADING EDGE FROST, SNOW, OR ICE CONTAMINATION TO REQUIRE EITHER (Closed - Unacceptable Action)

Issued: 01-JAN-1982

To: FAA

A-82-084

AMEND AIR TRAFFIC CONTROL COORDINATION PROCEDURES AND PRACTICES TO REQUIRE THAT TERMINAL AND EN ROUTE FACILITIES PROVIDE THE CENTRAL FLOW CONTROL FACILITY (CFCF) WITH CURRENT AND ACCURATE INFORMATION REGARDING CONGESTION AND THAT CFCF ACT ON THAT INFORMATION IN A POSITIVE MANNER TO MINIMIZE AIRPORT SATURATION AND EXTENSIVE TRAFFIC DELAYS. REVIEW IMPLEMENTATION OF PRESCRIBED GATE-HOLD PROCEDURES AND REQUIRE THEIR USE WHEREVER POSSIBLE. (Closed - Acceptable Alternate Action)

Issued: 01-JAN-1982

To: FAA

A-82-085

ISSUE A GENERAL NOTICE TO TERMINAL AREA AIR TRAFFIC CONTROL FACILITIES TO EMPHASIZE TO CONTROLLERS THAT THE SEPARATION CRITERIA SET FORTH IN FAA AIR TRAFFIC CONTROL HANDBOOK 7110.65C WHICH REQUIRE A MINIMUM OF 2 MILES SEPARATION DO NOT PERMIT DEVIATION BASED UPON THE ANTICIPATED ACCELERATION DIFFERENCES BETWEEN LANDING AND DEPARTING TRAFFIC. (Closed - Unacceptable Action)

Issued: 01-JAN-1982

To: FAA

A-82-086

EVALUATE THE CRITERIA AND CURRENT PRACTICES OF AIR TRAFFIC CONTROL FACILITIES REGARDING THE DECLARATION AND REPORTING OF OPERATIONAL ERRORS TO ENSURE THAT ALL SUCH ERRORS ARE REPORTED AND ARE INVESTIGATED. (Closed - Acceptable Action)

Issued: 01-JAN-1982

To: FAA

A-82-087

PROVIDE FOR ESSENTIAL EQUIPMENT AND INCREASED PERSONNEL TRAINING TO IMPROVE THE WATER RESCUE CAPABILITIES AT THE WASHINGTON NATIONAL AIRPORT IN ALL ANTICIPATED WEATHER CONDITIONS, AND PROVIDE NECESSARY FUNDING FOR SURROUNDING COMMUNITIES AND JURISDICTIONS WHICH WILL BE CALLED ON TO SUPPORT THE AIRPORT\'S RESCUE RESPONSE. (Closed - Acceptable Action)

Issued: 01-JAN-1982

To: FAA

A-82-088

SURVEY ALL CERTIFIED AIRPORTS HAVING APPROACH AND DEPARTURE FLIGHTPATHS OVER WATER AND EVALUATE THE ADEQUACY OF THEIR WATER RESCUE PLANS, FACILITIES, AND EQUIPMENT ACCORDING TO THE GUIDANCE CONTAINED IN ADVISORY CIRCULAR 150/5210-13 AND MAKE RECOMMENDATIONS FOR IMPROVEMENT AS NECESSARY TO APPROPRIATE AIRPORT AUTHORITIES. (Closed - Acceptable Alternate Action)

Issued: 01-JAN-1982

To: FAA

A-82-089

AMEND 14 CFR 139.55 TO REQUIRE ADEQUATE WATER RESCUE CAPABILITIES AT AIRPORTS HAVING APPROACH AND DEPARTURE FLIGHTPATHS OVER WATER WHICH ARE COMPATIBLE WITH THE RANGE OF WEATHER CONDITIONS WHICH CAN BE EXPECTED. (Closed - Acceptable Alternate Action)

Issued: 28-JAN-1982

To: FAA

A-82-006

IMMEDIATELY NOTIFY ALL AIR CARRIER OPERATORS OF THE POTENTIAL HAZARD ASSOCIATED WITH ENGINE INLET PRESSURE PROBE ICING, AND REQUIRE THAT THEY PROVIDE FLIGHTCREWS WITH INFORMATION ON HOW TO RECOGNIZE THIS HAZARD AND REQUIRING THAT FLIGHTCREWS CROSS-CHECK ALL ENGINE INSTRUMENTS DURING THE APPLICATION OF TAKEOFF POWER. (Closed - Acceptable Action)

Issued: 28-JAN-1982

To: FAA

A-82-007

IMMEDIATELY REVIEW THE PREDEPARTURE DEICING PROCEDURES USED BY ALL AIR CARRIER OPERATORS ENGAGED IN COLD WEATHER OPERATIONS AND THE INFORMATION PROVIDED TO FLIGHTCREWS TO EMPHASIZE THE INABILITY OF DEICING FLUID TO PROTECT AGAINST REICING RESULTING FROM PRECIPITATION FOLLOWING DEICING. (Closed - Acceptable Action)

Issued: 28-JAN-1982

To: FAA

A-82-008

IMMEDIATELY REVIEW THE INFORMATION PROVIDED BY AIR CARRIER OPERATORS TO FLIGHTCREWS ENGAGED IN COLD WEATHER OPERATIONS TO ENSURE COMPREHENSIVE COVERAGE OF ALL ASPECTS OF SUCH OPERATIONS, INCLUDING THE EFFECTS OF A RUNWAY CONTAMINATED BY SNOW OR SLUSH ON TAKEOFF, AND METHODS TO BE USED TO OBTAIN MAXIMUM EFFECTIVENESS OF ENGINE ANTI-ICE DURING GROUND OPERATIONS AND TAKEOFFS. (Closed - Acceptable Action)

Issued: 28-JAN-1982

To: FAA

A-82-009

IMMEDIATELY REQUIRE FLIGHTCREWS TO VISUALLY INSPECT WING SURFACES BEFORE TAKEOFF IF SNOW OR FREEZING PRECIPITATION IS IN PROGRESS AND THE TIME ELAPSED SINCE EITHER DEICING OR THE LAST CONFIRMATION THAT SURFACES WERE CLEAR EXCEEDS 20 MINUTES TO ENSURE COMPLIANCE WITH 14 CFR 121.629(B) WHICH PROHIBITS TAKEOFF IF FROST, SNOW OR ICE IS ADHERING TO THE WINGS OR CONTROL SURFACES. (Closed - Reconsidered)

Issued: 28-JAN-1982

To: FAA

A-82-010

IMMEDIATELY ISSUE A GENERAL NOTICE (GENOT) TO ALL FAA TOWER AND AIR CARRIER GROUND CONTROL PERSONNEL ALERTING THEM TO THE INCREASED POTENTIAL FOR AIRCRAFT ICING DURING LONG DELAYS BEFORE TAKEOFF AND WHEN AIRCRAFT OPERATE IN PROXIMITY TO EACH OTHER DURING GROUND OPERATIONS IN INCLEMENT WEATHER, AND ENCOURAGING PROCEDURAL CHANGES WHERE POSSILE SO THAT THE CONTROLLERS IMPLEMENT THE GATE-HOLD PROVISIONS OF THE FACILITIES OPERATIONS AND ADMINISTRATION MANUAL 7210.3F, PARAGRAPH 1232. (Closed - Acceptable Action)

REVISE THE AIR TRAFFIC CONTROL PROCEDURES WITH RESPECT TO AIRCRAFT TAXIING FOR TAKEOFF, HOLDING IN LINE FOR TAKEOFF, AND TAKING OFF TO PROVIDE FOR INCREASED GROUND SEPARATION BETWEEN AIRCRAFT WHENEVER FREEZING WEATHER CONDITIONS AND ATTENDANT AIRCRAFT ICING PROBLEMS EXIST. (Closed - Acceptable Action)

Issued: 28-JAN-1982

To: FAA

A-82-014

EXPAND THE TRAINING CURRICULA FOR AIR TRAFFIC CONTROLLERS AND TRAINEES TO ASSURE THAT INSTRUCTION INCLUDES THE HAZARDS ASSOCIATED WITH STRUCTURAL AND ENGINE ICING OF AIRCRAFT. (Closed - Acceptable Action)

This map shows the airport of departure and the intended destination of the flight. The line between the airports does not display the exact flight path. Distance from Washington-National Airport, DC to Tampa International Airport, FL as the crow flies is 1303 km (814 miles).